System for controlling one or more electric motors.



H. H. CUTLER. SYSTEM FOR CONTROLLING ONE OR MORE ELECTRIC MOTORS. APPLICATION FILED AUG. 11, 1905.

I 903:1, Patented Nov. 10, 1908.

. 4 SHEETS-SHEET 1.

v HQH. CUTLER. SYSTEM FOR CONTROLLING ONE OR MOREYELEGTBIO MOTORS. 903,177.

APPLIOATION FILED AUG. 11, 1905.

Patented Nov. 10, 1908.

4 SHEETS-SHEET 2.

H. H. CUTLER. SYSTEM FOR CONTROLLING-ONE OR MORE ELECTRIC MOTORS.

. APPLIOATION IILED AUG. 11, 1905.

Patented Nov. 10, 1908.

4 SHEETSSHEET 3.

H. H. CUTLER. SYSTEM FOR CONTROLLING ONE OR MORE ELECTRIC MOTORS.

- APPLICATION FILED AUG. 11, 1905. 903, 1 '77. Patented Nov. 10-, 1908. 4 SHEETS-SHEET 4.

i i a .To'faZl whom it may concern:

' control of the operator, results in the operav additional switches, still a different result which in connection witha train control system, may be a third speed of the train.

driven from the'trolley or power circuit. This is therefore subject to'the fluctuations citizen of the United States, residing at Milwhich thefollowing is a full, clear, concise,

. -multiple unit plan, although certain features of the invention are applicable to the manipthe operation of the driving motors of the cars, and themselves being controlled divoltage onthe controlling circuit to a second plish still other results, as for instance, an increase in. .eed of the train, and a stillfurther rise in voltage upon the controlling HENRY H. CUTLER, or MILWAUKEE, WISCONSIN, Assieuoa TO THE oUTLER nAnnsn MFG.

00., OF MILWAUKEE, WISCON SIN,

A CORPORATION OF WISCONSIN.

SYSTEM non CONTROLLING ONE on Moan ELECTRIC Morons.

Application filedAugust 11,

. Be it'know'n that I, HENRY H. CUTLER, a

waukee, in the county of Milwaukee and State'of Wisconsin, have invented new and useful Improvements in Systems for Controlling One or More Electric Motors, of

and exact description; reference being had to the accompanying drawing, forming a part of this specification.

My invention relates particularly to improvements in systems for controlling one or more electric motors, especially those employed for operating trains of cars on the ulation of other electrical instrumentalities, and for electric motors in other relations.

,-In the present system, which has been worked out for practical purposes, there is preferably provided a plurality of switches which may be of the solenoid type, upon each car, these switches servingto control rectly or indirectly by variations of voltage rise in; voltage upon the controlling circuit to a predetermined extent, which is under the tion of certain ofthe switches to accomplish certain desired results; a further rise of predetermined amount, causes the operation of certain of the other switches to accomcircuit accomplishes through the operation of In the apparatus of each car, is preferably ircluded a small motor generator, which 18 of voltage upon the trolley or power circuit and corresponding fluctuations are iutroi duced into said controlling circuit.

It is one object of the present invention to provide means for making the control of the 2 train or plurality of motors, indepcmlcut of j the fluctuations of vo-ltageithot may thus 1 Specification of Letters Patent.

Patented Nov. 10, 1908. 1905. Serial No. 273,837.

occur. upon the trolley circuit orupon the controlling circuit. This independence of the fluctuations of voltage that mayoccur is preferably secured by the provision of means for automatically reducing the voltage upon 60 any fluctuations which occur upon the trolley circuit. In addition to this independence of control which is thus secured, an economy in the amount of current consumed by the various electro-magnetic-devices also results; damage to such parts is prevented by overheating, and the necessity for the so-called, lamp switches or protecting devices, is eliminated. In addition, smallermotor generator setsmay be employed'for the reason that they are called upon for their maximum output, only during possibly a second of time which is consumed in building up the voltage of the controlling circuitto the desired extent to operate the different sets of devices.

' Still another object of the invention is to simplify the circuits and apparatus generally,

from car to car. throughout the train, ant

Whichadmits ofthe use of simple automatic cou'pler's at the ends of the cars. The arrangement is preferably such that the direc-' tion ofthe'flow of current, in the-train wire controls the direction of movement of the train, from which it follows that it makes no difference which way the cars are coupled end to end,since if thc'car is taken off from the train and turned around it will still tend to run in the same directionas the remainderof the train, because thecurrent will then be going in the opposite direction in thetrainwire. The rai 18 preferably :used as a return conductor for all circuits including U10 d riving motors, the motor generator sets, the solenoid switches, etc.

Further objects and-advantages will. appear from the a detailed description and claims. I I

Figure 1' is a diagrammatic view of a or tion of the system and apparatus utilize for controlling the motors of the train wire; Fig. 2 is a similar view of the solenoid switches and their connections for variously connecting the motors in di-fferent ci1'cuit=relations,

and for controlling the same; Fig. 3 is also a diagrammatic view illustrating the wiring and apparatus for accomplishing the various ways of connecting the driving motors, and thus affecting the speed of the train; Fig. 4 is a diagrammatic view of a modification ofthe system in which the sizes of the motor generator and reversing solenoids may be re duced and the windings of the latter simplified, and Fig. 5 is a view of an automatic coupler for connecting train wires of various cars.

In Fig. 1, 2 indicates the railthrough' -which the return circuits are completed; 3,

the train wire 4 the ear wire, and'5, the trolley. A motor generator 6 is located upon each car and provision is made for operating the same from either end of the car. The train wire together with the rail constitute the controlling circuit. This mechanism includes a hand starting-box 7, a master-controller 8, suitable voltage regulators V, V and V in the form of solenoid switches controlling respectively suitable resistances 12, 13 and let. The motor-generator 6 includes a motor 15 at the left, provided with an armature 1'6, and a shunt field winding 17, and a generator 18 at the right having an armature 19 and shunt-field-winding 20. The starting-box 7 includes the usual rheostat 21 having its sections connected to suitable contact buttons upon the face of the rheostat, and a lever 22 adapted to be moved clockwise over the said contact buttons in order to initially include the resistance sections in the circuit, and an automatic release or under-load magnet 23, adapted when energized to maintain the hand-lever or arm 22 in po sition upon the last contact of the rheo'stat, andwhen deener ized to permit said lever to return to normalposition as shown in the drawing under the influence of a suitable spring as is common practice. The mastercontroller 8 includes a ivoted lever 24 adapted to be rotated in eit ier direction, and having an insulated contact 25, one end of 'which is provided with a brush adapted to engage with the series of resistance controlling contact buttons upon either side, and the other end of which is provided with a similar brush adapted to engage either the segmental contact strip 26 or 27 at one side or the other of the lever. Other brushes 28 and 29 are car ried by the opposite end of the controller-lever 24 and are not insulated therefrom. The inner brush is adapted to engage either the contact strip 26 or 27 in the movement of the lever while the outer brush 29 engages successively the contacts 30, 31 and 32, when moved in one direction or the similar contacts 33, 34 and 35 when moved in the opposite direction. When released from the hand of the operator, said lever preferably returns to the position shown in the drawing,its normal position-under the influence of a suitable spring. Similar parts are provided for the opposite end of the car and since the connections are the same for each end, are

not separately described. The pivoted levers of both the starting-box 7 and the controller 8 at the opposite end are omitted for the sake of clearness.

Since the entire control of the train, both as to speed and direction of travel is secured from the train wire 3, it is the only wire of I the various connections upon the car that is required to be connected throughout the train, and hence it is provided at each end with means for connecting it with the similar wires of the other cars in the train. Such means is preferably in the form of an automatic coupling 36 of any desired ty e and which may be readily and conveniently used in view of the fact that only the ends of this one wire are to be connected.

I have illustrated one form which this automatic coupler may take in Fig. 5, in which a tubular support or bracket 36 is shown as being mounted upon the end of each car, suitable insulation 36* being interposed between the bracket and the car to insulate the bracket therefrom, and from the ground. A longitudinally sliding rod 36", provided with a collar 36 at its inner end operating in the enlarged opening 36 in the bracket to prevent the rod from being displaced, is carriedby said bracket and has mounted upon its outer end an arc-shaped contact 36. The rod is yieldingly pressed outward by a coiled spring 36 interposed between the bracket and the head. The end of the train wire 3 is connected to the bracket and when the cars are together, the heads or contacts 36 press against each other and thus connect the train wires.

The voltage and direction of current upon the train wire 3, as well as the automatic reduction in voltage upon the train wire are controlled in the following manner. The closure of the switch of the starting-box 7 results in completing the circuit of the motor 15 of the motor-generator G, the circuit of which may be traced from the trolley ,5, via conductors 37, 3S and 39, armature Idol the motor, conductors 40 and 41, thence through the resistance of the starting-box 7, lever 22 thereof, conductors 42 and 13 to the rail 2. A path for current is also completed through wire 39, through the shunt field 17, ronduetors 44 and 45, them-e through automatic release magnet 23', and lever 22 to wires 42 and 43 leading to the rail. his operat the motor 15 to drive the generator 18, the armature of which is connected upon one side with the train wire 3, and upon the or her side by conductors Miami 1, with the iontart upon the starting box 7, with which the brush 17 at the lower end of the startinglever 22 engages whensaid lever is in its full operating position. From this point, the

the rail 2 of the track:

, ing to the direction that it is desiredto move the'train; Assuming that it is rotated clock wise, a path for current through said field winding 20 of the generator is established as follows: from the trolley 5, conductors 37 and 38, wire 48, the resistance of the con troller 8, contact 25, upon the lever of the controller, contact 26, wire 49, short-circuiting contacts 50, 51 and 52 of the voltage controllers V V and V, wire 53, conductor 54, thence through winding 'of the generator,

conductors 55 and 56, contact 27 ofthe master controller, brush 28 of the lever 24, thence through the lever to the hub thereof, and by way'of conductors 58 and 43 to the rail 2. The field magnetism new builds upand as the generator is rotating, current is' impressed upon train wire 3 The voltage regulatorsV,V and V areadjusted to respond tovthe different voltages M current flowing through their windings, theregulator V being adjusted'for the lowest dee sired voltage, and'regula'tor V at the-next higher desired voltage and regulator V at still a higher voltage.- As soon as the lever 2-4 of the master controller is rotated farenough so that the brush 29 engages the contact 33 a path for current is completed from one side of the generator armature 19 ture 19.

by means of said train wire 3 over conductors 59 and 60, thence through the winding of the voltage regulator V, thence by way of conductors 61 and 62, the contact 33, brush 29 of lever 24, thence through the lever to the hub and by way of wires 58 and 43 to the starting-box 7, wire 42, lever 22 and contact 47 of the starting-box, thence by wires 4 and 46 to the other side of the generator arma- The voltage in. this path now inimediately builds up sufiiciently to energize .the voltage controller V which lifts its shortcircuiting contact 52, thereby cutting the resistance 12 into the circuit ofthc field winding 20 of the generator 18, this resistance be ing of sufficient amount to prevent further rise, and in fact, considerably cutting down the voltage impressedupon the train wire 3 by the generator 18. Sufiicient current however, flows to maintain the voltage regulatorVin actuated condition as long the crml'roller lever remains in this position. It is a well-known fact that one-tenth of the cur ent that is required to initially actuate an ordinary solenoid or magnet is sufficient to maintain the same in actuated condition after its core or armature has been once attract ed. It is thus apparent that the voltage 1 of the train wire 3 may be at once greatly reduced, and stillmaintain the voltage regulator V in actuated condition.

As will be pointed out in connection with the remaining figures of the drawing, this first rise in voltage upon the train wire 3 is suflicient to actuate the proper apparatus to properlyconnect the motors in the circuit to mg 20 tobe subjected to more current from the trolley circuit over the path before described. This results in immediately building up the magnetism of the field of the generator 18 thereby raisin the potential of the train wire 3 to-a higher egreethan formerly. As the brush 29 of the controller-lever reaches the contact '34, a path for current similar to that formerly described as passing through the winding of the voltage regulator V is now established through the voltage regilatorV from the Wire 59 over wires 63, 64 and 65; whichcurrent energizes the said regulator V to cut the resistance 13 into the circuit of the field winding 20- of the generator 18 thereby again immediately cutting down the voltage of the train wire 3. This, as will be explained hereinafter, results in operating the desi-redapparatus to impart to the car motors, the second s eedr The same operation is repeated with t e further movement of the master controller lever 24, the voltage regulator V being first decnergized, thereb; allowing magnetism of the generator 18 to immediately build up, and when the contact 35 of the armature is reached by brush 29 of this lever, a third circuit is completed through the regulator V by additional wires 66, 67' and 68, which as soon as the voltage rises upon the train wire to the desired amount, it cuts the resistance 14 into the field circuit of said generator, thereby again reducing the voltage of the train wire In case the train were to be moved in the opposite direction, the master controller lever 24 would be operated counter clockwise with the result that the same circuit in general would be established, and the same operation, of the various parts would result, but the direction of the current flowing in the train wire would be reversed for the reason that the flow of current through the field winding of the generator 18 is in the opposite direction. This is apparent from an inspection of the circuit through the field winding which is now established, and which may be traced as before, from the trolley 5 over conductors 37 and 38, thencedirectly through the lower set of contacts of the mastercontroller, thence by way of contact strip 25 upon the controller lever, the lower segment 27 of said controller, wires 56 and 55, thence through the field of the generator 18, wires 54 and 53, short-circuiting contacts 52, 51 and of the voltage regulators V, V and V wire 49, contact segment 26 of the controller, brush 2S, hub of controller lever and by wires 58 and 43 to rail 2, this direction being exactly the reverse through the field winding, from that before described when the controller lever was moved in cloclewise direction. The same operation takes place when the master controller and starting box at the opposite end of the car are utilized, so that the car may be operated from either end.

Turning now to Fig. 2, which illustrates the solenoid switches utilized for making the various motor connections, but shows only the various windings of these solenoids and the circuit controlling the same, it will be seen that there are a plurality of magnetic switches preferably of the solenoid type, those designated D, D etc., controlling the direction of the how of current through the motors, and may be termed the reversing or directioncontrolling switches; those designated R, R etc, controlling the inclusion and exclusion of the motor starting resistances; those indicated by letters P, P, having to do with the parallel connection of the motors, at each end of the car, andthatindicated by the character S, controlling the series relation of said motors. These several switches have their circuits controlled by means of a relay X. This figure illustrates the apparatus that is directly affected by the variations of voltage upon the train wire. The train wire and rail as well as the trolley are also shown in this figure, and it will he understood from the previous figure that circuits established between the train wire and rail are completed through the wire 43, wire 42, lever 2-2 and contact' iZ, conductors a and 46, and thence to armature 19 of generator 18, back to the train wire, as shown in full in Fig. 1. i

As indicated in Fig. 2, the switches D, D etc, have each a winding permanently connected between the trolley 5 and the rail 2 by conductors 69, and 71, although the current lowing theret hrough is not alone sufficient to energize said switches. l'Yhe-n a voltage is impressed upon the train wire 3, current passes by wires 72 and 73 through the lower windings of each of these reversing switches or direction. controlling solenoids, at the left, and by corresponding wires '74 'and 73 thrmigh similar windings upon the switches D, D, etc, at the right and thence by conductors 75, contact 76, stem 77, andcontact lever 78 of solenoid switch P, and thence by way of conductor 70 to rail 2. The lower windings upon solenoids D D are in upon said switches, and hence it the current flowing from the train wire through these I lower windings is in the same direction with that flowing from the trolley to the rail through the top windings their magnetism will assist each other and the solenoid plungers will be attracted and the switches operated. \Vhile the plungers controlled. by the corresponding windings, upon the other two switches D and D will not be attracted because the current 'liowing through the windings of each will be opposite, and will tend to neutralize each other. it is evident also, that ii the current in the train wire is rewhile solenoids l)" and. l) remain in their normal position. The corresponding operat tion with reference to the solenoids at the oppositecnd of the car, of course ltlhtS place, each set of solenoids constituting the reversing switch mechanism for the driving motors at the corresponding ends of the cars. A suitable mechanical interlocking mechaniism comprising a bar hi) and levers s1 attached to the pivoted contact arms of the solenoid switches and having pin and. slot connections with said bar, is provided to pre vent both pairs of solenoids at each. end of the car being operated at the amc time, and thereby short-circuiting the driving motors, or otherwise altering circuit conditions.

The driving motors at the two ends of the car are in the present system, arranged to be driven at three di'ltercnt speeds; the first tors are connected in series with all of the resistance in circuit therewith; the second, that in which ti 3 two motors are in series but with all of the resistance cut out of the circuit, and the third, that obtained. when the motors are connected in parallel with each other between the trolley and the rail with all of the resistance cut out of the circuit.

As we have seen, the impression of voltage upon the train wire results in operating the reversing switches D, D, etc, according to the direction of current upon the train wire in a similar manner to direct current through the motors in one direction or the other. At the same time the path for current through the series solenoid S is provided from the train wire 3 by conductor 82, S3 insulated contact 84 of the relay solenoid X, and thence by way of wire 85 insulated contact 86 of solenoid P wire 87 to the noninsulated contact 76, stem 77, lever oi the solenoid P, and thence by way of cm'iductor 79 to the rail 2.

So long as the voltage on train wire 3 is not allowed to increase above the limit at t which the voltage regulator V is adjusted to i respond, no more solenoid switches than l those above mentioned will become suitiversed. the solenoids D, D will be operated,-

speed being that obtained when both 1110- opposite direction from the top windings ciently energized to attract their plungers. ISL- thence in arallel throu'gh the two windings on train-wire3,which produces a number of conductor 94. This relay .then attracts its U through theseries solenoid S, thereby de- I to thetirst terminal of the solenoid P thence 7 contact 91 of'the'rela on the train wire is relay X, the winding of which is "permanently connected to the train current through the para "ductor to the rai 2. These switches P This state of affairs represents the lowest' I running speed of the train ln WhlCll, as stated 1 above, the two motors are connected in series with all of the resistance in circuit.

Thesecond running speed of the train is obtained by further increase of voltage on train wire 3, which then becomes sufficiently great torenergize the windin s of soleno d switches R, R?, R and R The current for this operation maybetraced from train wire 3 over conductor 88, thence in parallel throu gh windings of thetwo switches it and R {to,tlie.conductor 89,wire 90, thence by wayiofjinsulated contact 91, carried by the stem'of the relay X, thence over conductor 85 insulated contact 86, conductor 87, noninsulated-contact.76,jstem 77, lever 78 of solenoid P, thence by way of conductor 79 to thejrail 2. "A similar path for current is provided through switches R and R at the othergend "of the train, over conductor 92,

ofsaidswi chesby conductors 89 and 90 over the pathjjusttraced. The operation of these four switches servesto cut out the resistance from the circuit of the driving motors allowing thenr to assume their greatest speed when connected in series witheach other.

The third or maximum running speed is now obtained by further increase of voltage changes inthevario'us relative positions of the 'solenoidl switcl'ies. The first apparatus to respond to this further increase of voltage wire 3, by conductor 93, while its other terminal is'directly connected with the rail 2 by plunger and lifts its two insulated contact plates '84 and 91, thereby making the following alterations in the circuit connections. The lifting of the contact 84 opens the circuit energizing the same and the lifting of the contact 91' opens the circuit through the resist-ances'olenoids R, R etc., which are also deenergized. At this time the driving motors are entirely disconnected from the trolley and'the 'rheostatic starting resistance of saidmotors has been inserted into their armature circuits. At the same time, contact 91 of the said relay X engages its upper contacts ,which"close atone 'oint the path for leling switches P an(l;'P ,'t-he second-break in said-path being closed by: the switch S when deenergized. This path for current may be traced from the train wire 3"over conductor 95, to one termi nal of the solenoid P, thence by conductor 96 by conductor97 insulated contact 98 of the series" solenoid S, conductor 99, insulated X, and by way of conand P, are now energized, the latter its contact 86 to open the circuit throug conductors 85 and87, and the former lift' its contact 76 into engagement with the corresponding upper contacts to complete a path for current from the wire 89 through a resistance 100 and over conductor 101 thence by contact 76, and wire 79 to the rail 2. The completion of this path results in, the enerizing of resistance relays R,-R R and R hefore described. As a result of these changes the two sets of motors are now'connected in parallel between the trolley and the rail bythe operation of the switches P and P and the resistance is cut out of their circuits by R and R This results in the condition necessary for themaximum running speed of the driving motors. During the operation of the switch P, the path for current through the reversing switch lower windings is maintained throu h a resistance 102 interposed between comiuctors 75 and 79, which resistance serves as a further recaution against overheating the said win ings of the reversing switches. Resistance .100 may be made of such an amount that the solenoid switches R, R etc., will become sufficiently energized to attract theirplungers only when subjected to a still further increase of voltage on the train wire at which time they will cut out the starting resistance and the drivin motors will then be left running in paralle connection with all the starting resistance removed from the circuit. f

As was explained in connection with Fig. 1, it is evident that the windings of none of the solenoids are Sub'ected tofthe-voltage necessary to actuate them for an extended length-of time, for as soon as t is voltage. has been applied, and the-solenoids have responded thereto, the voltage." regulators immediately cut down the voltage on the train wire leaving only a sufficient voltage thereon to allow the solenoids to retain their plunger-s in their uppermost positions. Of; course, very much less current is necessary to accomplish this latter result than the amount required to actuate the solenoids when the the operation of switches R,- R",

them to the circuit in parallel relation, to

interpose their starting resistance. Thus,

the operation-of the relay X opens both the circuit of the series solcnoidSandof the resistance solenoids R, R etc. Furthermore,

the paralleling solenoids P and Pflcannot become energizeduntil the plunger of the as the train wire voltage increases,

series solenoid S has dropped and thereby closed the circuit of said paralleling solenoids. Having thus disconnected the drive ing motors from the circuit and re-introduced the starting resistance, it then becomes safe, and only then, to energize the paralleling solenoids P and P In passing from the parallel relation to the series relation of the driving motors, it is also impossible ior the winding of the series solenoid to become energized until both plungers of the paralleling solenoids have dropped, and thus closed the circuit of the series solenoid Winding S. The plunger oi the relay solenoid X is also obliged to drop before the circuit can be completed through the winding of the solenoid. 5 Thus, the operation of the various switches in a definite order is insured.

Referring to Fig. 3, wherein the driving motor connections are shown, it is apparent that as soon as solenoids D, D", D and D are operated which is the condition 'for the lowest speed, a path for current is completed from the trolley 5 over wires 1.03 and 104 to the post or the switch D, thence by its contact arm 105 to the conductor 106, and thence by conductor 107 through the armatures oi the two driving motors A and B at the one end of the car, thence by conductor 108, contact arm 109 of switch 1),

conductor 110, wire 111, resistance sections 112 and 113, conductor 114, through the field windings of said motors A and B in parallel, thence over conductors 115 and 116 and contact 117 of the series solenoid S, conductor 118 resistance sections 119 and 120, conductor 121, field windings of motors (Y) and E at the opposite end of the car, con ductor 1.22 and 123', contact 124, of solenoid D, conductor 125, thence through the armatures of the motors C and E in parallel over conductors 126 and 127, contact 123 of solenoid D and thence to the rail 2. The current flows over this path in series through the motor armatures and fields of the two motors, both motor sets being likewise in series and, the resistances 112 and 113 as well as 119 and 120 are in circuit therewith.

At the next higher voltage upon the train wire 3, the resistance controlling switches R, R, R and R are operated as before eirplained to cut out the resistance in the motor circuits. These resistance controlling switches are adjusted so that they will respond or be operated in the order named thus first cutting out the resistances 112 and 119 and thereafter the resistances 113 and 120. This condition results in the second speed of the driving motors.

When the third voltage 01' the train wire is attained, the solenoid S and the resistance controlling solenoids R, R R and R are deenergized, and the paralleling solenoids P and eearrr P are energized. The two sets of motors are now connected in parallel between the trolley and the rail, the circuit of that at the left being completed from trolley 5 over conductors 103 and 10 1, contact 105 conductors 106 and 107, armatures of motors A and B, conductor 108, contact arm 109 of switch D conductor 110, through resistance 112 and 113, conductor 11%, thence through the field windings of motors A and B, conductor 115, contact arm 78 of paralleling switch I, conductors 131 and 1.29 to the rail 2. The diving motor set at the opposite end of the car has its circuit completed from trolley 5 over conductors 103 and 104', contactarm 132 of paralleling switch P conductors 133 and 118, resistances 119 and 120, conductor 121, the field windings of motors O and. E, conductors 122 and 123, contact 124 of switch I), conductor 125, the armatures of motors C and E, conductors 126 and 127, contact arm 128 of reversing switch D and by way of conductor 129 to the rail and other side of the circuit. This motor set is therefore also in direct cir-' cuit between the trolley 5 and rail 2, and both motor sets are 0 erated in parallel. The resistances contro ing solenoids R, R, R and R are immediately energized in the order named, and serve to cut out the resistance in two steps from each motor circuit, and permits the said motors to reach thei r third and maximum speed.

In order to reverse the travel of the car, it is merely necessary to reverse the current flowing in the train wire, which results in deenergizing reversing switches D, D, D and D, and energizing the other reversing switches D D D and D This, in no wise aii'ects the other circuits, and merely'i'esults in changing the direction of the curernt flow through the arniatures of the motors, the current at the same time flowing in the same direction as before, through the hold windings of said armatures. This eilect may be understood by tracing the circuit from the trol icy 5 over conductors 103 and 104, thence by way of conductor 1.34, contact arni 135 of switch D conductor 108 and thence in reverse direction through the arniatures of motors A and B, conductors 107 and 1.06, contact arm 136 of switch D, conductor 110, and thence through'the field windings ol' the motor as before described. circuit through the motor set at the opposite end of the car, it is apparent that a similar condition exists. For instance, passing through the field windings of motors C and E in the direction before described, and thence over wires 122 and 123, contact arm 137, conductor 127, wire 126, thence through the armaturcs of motors C and'E in the reverse direction from that before described, and thence-by way of conductor 125, contact arm 138, and conductors 131 and 129 to the rail. 4

By following the Any suitable form of solenoid or other electro magnetic switches may be employed and any desired type of motors, controllers and starting boxes may be utilized.

It is obvious that the invention maybe utilized for other purposes than those described, as for instance, the controlling of one or more motors at a distance, by the use of only one wire between the controlling oint and the said motors, and that various a terations and changes may be made in the varione details of construction and arrangement without departing from the spiritor scope of the invention. 7 I

In 4, the arrangement and o e'ration of the system are similar to that-of it e prior figures except that two additional relays F.

permitting the use of much smaller motor generators, and a simplification of the windin'gs of the solenoids ofthe reversing switches which are now sim 'le windings instead of compound as in the ormer system.

i These two relays F and G have each a winding, for instance the lower winding,

' connected permanently between-thetrolley cores.

5 and rail 2, through the medium of wires 104,140 and 141, the current in which is insuflicionfi {:0 cause the magnets to lift'their I 8.. together and rail 2 by means of conductors 142 and 1 I the said u per windings upon one relay be' ing woun .in a direction 0 posite to the lower Winding, and upon this other relay in thesamedirection as the lower Windin The adjustment of these windings is suc that when the first or ,lowest voltage is applied to the'train wire and their effects are added, the corresponding relay F or G is operated and its contacts closed, the other relay remaining unoperated on account of the opposing effects of the two windings.

Thmwmdings upon relay F are shown op.-

posed and those 11 on G in the same directlon; therefore, w ion current flows 1n the train wirei'n the same direction as 1n the trolley, the relay G will be operated, butwhen the-current in the train wire is opposed to that in the trolley, the relay F will be operated. In the latter condition, 2'. a, with current in the train wire opposite that in the trolley and hence the re ay. F operated, a

path for current through reverslng switch magnets D, D 1), and D"'is completed from the trolley 5, wire 104, thence through switches D and D conductor 143, switches D aud'D, wire 144 closed contacts of relay I tpper' windings are connected, etween the train wire 3 apt! F, and wire 141 to the rail 2. These switojies control the forward movement of the train. When it is desired to move the train backs award, the current. in the train wire is in the same direction :as in the trolley, and solenoid G attracts its plunger, thereby closing a path for current from the trolley, via wires-104, 145, through D and D a e 1 17, switches D and D wire 146, and the closed contacts of relayG to the rail 2. These switches con?- tro'l the'backward movement'of the train as 1 before pointed out. The forward travel-of the tram is therefore accom l-ished by movingthe controller levei jd s own in Fig. 1,

clockwise onto thelfirst notch. At the same time current passes from train wirethrough' the winding of the relaysolenoid. X, wire 94 ley w re over wire 82','through the solenoid S, wire 83, insulated contact bridge 84 attached to the bottom of the plunger of relay solenoid X, thence over wire 85, insulated contact bridge- 86'wire 87, insulated contact bridge 76, and wire 79 to the rail. Solenoid switch S is therefore energized, and its plunger attracted so as to connect the drivto rail'ybdttis notv operated when the controller arm is on the first 'notch.' Conseq'uently, current can also pass from the trol mg motors of both trucks in series relation,

precisely the same as heretofore described.

A further increase ii -voltage on the train wire is obtained by moving the controller on the second notch, and as the voltage builds up, the resistance solenoids R, R R and it, out out the starting resistance of the motors, and give the second running speed.

A still further increase in voltageon the train is obtained when the controller is moved to the third notch, which voltage is BUfiic'ient to enable the relay solenoid X to attract itsplunger, thereby causing a very material change 1n the connections of tl1e.va1 '1- ous solenoid sw1tcl1es,wh1ch can be traced I [as follows :First, by the lifting of the insu latedbri'dge 84 mechanically connected to,

the bottom of the plunger of relay solenoid X, the circuitis broken which previously included the 'winding of the solenoid S, thereby cansing same to' d-rop its plunger and hel to close the circuit including the windings o p the two solenoids P and'P by means of insulated bridge 98, carried uponthe .pl1"1nger of; said solenoid S. A still further movement of the plun er of the solenoid X also opens the circuit w ich controlled the windings of the resistance solenoid R, R R and R", thereby causing same to drop their plungers and thus.

insert all of thestarting resistance into'the c1rcuit of the. motors. A still further move-' ment of the plunger of solenoid X establishes a new circuit, which controls the windings of the two parallel solenoids P and P which can be traced as follows :-Starting with the trolley wire 104, current passes through w1re -95, thence through the windings of the solenoids P and 1, wire 97, insulated contactbridge 98, wire 99, insulated contact bridge 91, wire 94 to rail. The two solenoids 7B and if therefore attract their plunger-s and connect the motors of the two trucks in parallel relation, as previously described in Fig. 3. Attached to the bottom of the plunger of the solenoid l? is an insulated bridge 76, which now makes contact with the two upper terminals'shown, and establishes a new circuit including the windings of the resistance solenoids ll, R It and ll. Current for these resistance solenoids cannow be traced, starting from the rail, over wire 79,

contact bridge 76, wire 101, resistance 1G0 and wire 89 where the current passes both to the left and to the right, going through the windings of solenoids R, R Pr and it, re spectively, thence directly to the train wire only, by wires 88 and 92.. The voltage of the train wire is then increased sufliciently to 4c the windings of the solenoids R, R d it giving the full running speed of rain.

tctically the only d iiference between the ear of Fig. i and the former system preiousl explained in connection with Figsl, 8, is the substitution of the relays l and G, and the modified circuit connections used in connection with all of the other solenoid windings, with the exception of the resistance solenoids R, R, R and R To back the train, the controller handle is moved counter clockwise and the apparatus will operate as before described to suitably drive the train at the desired s )eed.

From the foregoing; it will be apparent that the motor generators may begreatly reduced, pradt-ically to one third the size of the former sets, the size of the solenoids of the reversing switches may be decreased and their windings simplified and the arrangement of the wiring upon the cars may be simplifled. Other changes, alterations and substitutions may also be made without depart-- ing from the spirit or scope of the invention.

It will be obvious that the control of the motors may be rendered independent of the fluctuations of current, as well as of voltage, and it will be understood in the claims. where l have used the term electrical conditions,

that this term is intended to embrace either voltage or current. 1

Having thus described my invention, what l claim as new, and desire to secure by Letters Patent, is:

1. The combination with a controlling circuit subject to fluctuations in the electrical conditions thereof, of an electromagnetic de vice controlled by predetermined variations in the electrical conditions in the controllin circuit, and means for rendering the contrc l of said device independent of said fluctuations.

2. The combination with a controlling circuit subject to fluctuations of voltage, of electromagnetic devices controlled by predecuit subject to fluctuations of voltage, of

electro-magnetic devices controlled by different voltages upon said controlling circuit, and means for rendering the control of said devices independent of said fluctuations.

5. The combination with a controlling circuit subject to fluctuations in the electrical conditions thereof, of electromagnetic devices controlled by variations in the electrical conditions of the motor circuit, and means for oierating said devices independent of said luttuations.

6. The combination with a controlling circuit subject to fluctuations of voltage, of electromagnetic devices controlled by variations in the electrical conditions of said controlling circuit, and means for operating said devices independent of said fluctuations.

7. The combination with a controlling circuit subject to fluctuations of the electrical conditions thereof, of electromagnetic devices-controlled by variations of voltage upon the controlling circuit, and means for operating said devices at the desired. voltages independent of said fluctuations.

8. The combination with acontrolling circuit subject to fluctuations of voltage, of electro-rnagnetic devices controlled by varia tions of voltage upon said controlling circuit, and means for operating said devices at the desired voltages mdependent of said fluctuations.

9. The combination with a controlling circuit subject to fluctuations in the electrical conditions thereof, of electromagnetic devices connected with said circuit operated by variations in the electrical conditions thereof, and means for renderim the control of said devices independent of the fluctuations upon said circuit.

10. The combination with a controlling circuit subject to fluctuations of voltage, of electromagnetic devices connected with said circuit operated by variations in the electrical conditions thereof, and means for rendering the control of said devices independent of the fluctuations upon said circuit.

11. The combination with a controlling circuit subject to fluctuations in the electrical conditions thereof, of electromagnetic devices conne d with said circuit operated by variations of voltage thereon, and means for renderin the control of said devices independent of t efluctuations upon said circuit.

. 12.: The combination with a controlling circuit subject to fluctuations of voltage, of

,- electro-magnetic devices connected with said circuit, operated'by variations of voltage "there on,and means for'rendering the control of saiddevlce's independent of the fluctuations u on'said circuit.

13.1 he combination with acontrolling circuit uponwhichfluctuations of volta e are cau'sed'by thefluctuations in a supp y circuit, of. means for varying the voltage at will upon said controlling circuit, electrovoltages upon said controlling circuit, and means for rendering the operation of said devices at the desired voltages inde endent of the fluctuations upon the control ing cir- 1.4. Thecombination with a supply circuit upon which fluctuations of voltage occur, of

a controlling circuit, electro-magnetic' devices connected to the latter circuit and responsive tovariations of voltage thereon,

and means for rendering the operation of the latter devices at the desired voltages inde circuit.v

therefrom, a 'contro 'tagetliereon, means for varying thevoltage o. means for renderingthe o eration of the said devices at the desired vo tages independent [of saicl fluctuationsof the supply circuit.

' upon which fluctuations of voltage occur, of

"a mo'tor-generator of which the motor is conl6. The combination with a supply circuit,

-' nected=with said sup 'ly circuit, and operated 'theriefrom, a control ing circuit to which the generator-portion of said motor generator is connected to supply current thereto, electromagneticdevices connected to the latter 011 ciut'and 'resp'onsiveto the variations of volf rage thereinfmeans for controllin the the voltageimpressed upon the controlling put of the motor generator to thereby vary circuit; and'means-for rendering the o era- ,ti'oii ofthe latter devices at the desire( vol- 'tages' independent of the fluctuations of the il l l" circuit.

17. The comi 'nation with a supply circuit uponwlnch fluctumnms of voltage occur, of

a motor generato supplied with operatingcurrent from said supp.y circuit, a *ontrolhng circuit towhich the armature oi the generator portion of said motor generator is connected and from which the said circuit is supplied with current, means for controlling the voltage delivered by the said generator to the controlling-circuit, electro-magnetic devices connected with the lattercu'rrent responsive to the diiierentvoltages thereon, and means for rendering the operation'of said devices independent ofthe fluctuations of current upon the controlling circuit which are caused therein by fluctuations in the supply circuit. r

18. Thecombination with a controlling circuit, of electro-magnetic windingsconnected therewith, means for impressing current of diflerent voltages upon said circuit to affect said windings, and means for reducing the voltage of current upon said circuit after the said windin s have been affected; r

19. The com ination with a controlling circuit, of electro-magnetic windings connected therewith, means for impressing cur rent of difierent voltages upon said circuit to aflect said windings, and means for automatically reducing the voltage upon the said circuit after said windings have been affected.

20. The combination with a controlling circuit, of electro-magn'etic windings connected therewith, means forimpressing current of the desired voltage upon said circuit to affect said windings, and means for causing the automatic reduction of said-"voltage upon the said circuit as soon asthesaml wmdings have been aflected.

21. The combination with a controllmg circuit, of electro-magnetic windings con-- nected therewith, responsive to different voltages, means for impressing diflerent voltages upon said circuit, and means-for reducing the voltage upon said circuit after the said windings have responded.

22. The combination with a controlling circuit, of electro-magnetic windings connected therewith responsive to different voltages,means for impressing different voltagesupon said circuit, and means forsecuring the automatic reduction of voltage upon said circuit after the'said devices have responded thereto. v

23. The combination with a controlling circuit, of electro-magnetic devices connected therewith responsive to different voltages, means for impressing upon the con trolling circuit current of different voltages to suitably actuate said devices, and means for causingthe automatic reduction o'l voltage upon sald circuit after the operation 0! the said devices at each change of voltage.

24. The combination with a controlling circuit, of a plurality of electro-magnotic switches connected therewith, some of said switches responding to one voltage of current upon said circuit, and others at a diiierent voltage, means for impressing current of the proper voltages upon said circuit, and means for automatically reducing voltage as soon as the res ective devices have been operated by the d' erent voltages.

25. The combination with a plurality of motors, of electro-magnetic switches for controlling said motors, a controlling circuit from which said electro-magnetic switches are controlled, and means for automatically reducing the voltage upon said circuit soon as the said switches have been suitably operated.

26. The combination with one or more electric motors, of electro-magnetic switches to control the speed and direction of operation of said motors, said switches being responsive to different voltages of operating current, a controlling circuit, means for i101 pressing-different voltages upon said controlling circuit to thereoy suitably control the operation of said switches, and means for causing the automatic reduction of voltage upon said controlling circuit and thereby in the windings of said switches as soon as said switches have responded to their respective voltages.

27. In a multiple-unit-train-control system, the combination with a plurality of cars, of driving motors for the cars, ele'ctromagnetic switches upon each ear to suitably control the respective motors, said switches being operated according to the difi'erent voltages impressed upon the controlling circuit, means for impressing at will the different voltages upon said controlling circuit, and means for automatically reducing the voltage u on said circuit and through the windings of said switches after each operation of the same at the different voltages.

28. The combination with a cpntrolling circuit, of a plurality of electro-magn'etic devices connected therewith and responsive to the different voltages thereon, means or impressing the different voltages upon said circuit to secure the desired operation of said devices, and electro-magnetic means operated at the difl'erent voltages to automatically reduce the voltage upon said circuit.

29. The combination with a plurality of electric motors, of electro-magnetic switches to suitably control the operation of the same, a controlling circuit to suitably control the operation of said switches by different voltages thereon, switching mechanism un-. der the control of an operator to enable him to impress different voltages upon the controlling circuit, and automatic switches associated with the controlling circuit to reduce the voltage upon said circuit as soon as the proper switches have been operated.

30. The combination with a controlling circuit subject to fluctuations oi voltage, or electro-magnetic devices controlled by different voltages upon said controlling circuit, and means for automatically checking the rise or reducing the voltage upon said circuit soon as the desired devices have been suitably operated, whereby the remaining devices connected with said circuit are not affected by said fluctuations of voltage.

31. The combination with one or more electric motors, oi electro-niagnetic switches to control the operation of said motor or motors, said switches being responsive to different voltages of operating current, a controlling circuit for controlling the opcration of said switches, means for impressing the desired voltages upon the controlling circuit, and means for securing the automatic reduction oi voltage upon said controlling circuit after each operation of the desired switches, whereby the operation of said switches is rendered independent of any fluctuations of voltage that may occur in the controlling circuit.

32. In a,Inuitiple-unit-train-control system, the combination with a plurality of cars, of driving motors for the cars, means for suitably controlling the operation of the motors upon all the cars from one car only, said means including one wire only between the various cars and extending throughout .the train, and automatic couplers for said wire between the cars.

33. in a Inuit1ple-un1t-t1"am-control system, the combination with a plurality of cars, of driving motors for the cars, a train wire extending tln'ouglunn; the train, and means ior suitably controlling the direction of rotation oi the motors and their speed of operation by the direction of cinrent and the'variation or voltage upon said train wire.

34. In a ,multiple-unit-train-control systern, the combination with a plurality of 1 cars, of driving motors for the cars, electromagnetic switches upon each car to suitably control the direction and speed oi operation of the motors of the respective cars, a controlling circuit consisting of a single train wire extending throughout the train and between the cars, and means for controlling the current upon said train wire to suitably control said switches.

35. The combination with one oi inore motors, oi electro-magnetic switches to con.- trol the operation or said motor or motors, said switches being responsive to dil'l'erent strengths of current, a controlling circuit by means of which said switches may be controlled irom one point, means for at will impressing upon said circuit current of the dillerent voltages to suitably cause the operation of said switches, and means for automatically reducing the strength of" current upon the'controlling circuit as soon as the proper switches have been operated at the diil'erent voltages, said controlling circuit consisting of one wire only extending scan? 36. In a multiple-unit-train-control system, the combination with 'a plurality of cars provided with driving motors of electromagnetic switches upon each car to control the respective motors, a controlling circuit including one wire only between the cars from which the o eration of said switches is suitably control ed, means for impressing .the desired strength of current upon said wire to suitably control the operation of said switches, and means whereby the strength of current is automatically reduced upon said circuit after each operation of the said switches. I

37. 1,1111 multiple-unit control system, a single pilot-wire extending throughout the train, and branch connections in the several cars for securing forward, stop, or reverse conditions of the car-motors by varying the potential of said pilot-wire.

38. In a multlple-unit control system, a single pilot-wire extending throughout the train, magnetic devices Within the several cars for controlling the motor-circuits there- I of, and branch connections from said pilotwire for arranging said motor-circuits in any desired relation by varying the potential of said pilot-wire.

In witness whereof, I have hereunto subscribed my name in the presence of two Wit: 30 

